CA2255007A1 - Crankshaft and connecting rod bearing - Google Patents
Crankshaft and connecting rod bearing Download PDFInfo
- Publication number
- CA2255007A1 CA2255007A1 CA 2255007 CA2255007A CA2255007A1 CA 2255007 A1 CA2255007 A1 CA 2255007A1 CA 2255007 CA2255007 CA 2255007 CA 2255007 A CA2255007 A CA 2255007A CA 2255007 A1 CA2255007 A1 CA 2255007A1
- Authority
- CA
- Canada
- Prior art keywords
- connecting rod
- main shaft
- crankshaft
- rod journal
- journal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 238000002485 combustion reaction Methods 0.000 claims description 6
- 238000005461 lubrication Methods 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005242 forging Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
- F02B75/222—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinders in star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
- F01B1/06—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders in star or fan arrangement
- F01B1/062—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders in star or fan arrangement the connection of the pistons with an actuating or actuated element being at the inner ends of the cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00
- F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with crankshaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/0002—Cylinder arrangements
- F02F7/0019—Cylinders and crankshaft not in one plane (deaxation)
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1812—Number of cylinders three
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
A crankshaft for a reciprocating piston engine has a circular main shaft supported by conventional bearings so as to rotate about the centroidal axis of the main shaft, plus a circular connecting rod journal formed monolithically with or fixedly attached to the main shaft. The connecting rod journal is larger in diameter than the main shaft, and the centroidal axes of the connecting rod journal and the main shaft are separated but parallel, such that the connecting rod journal will rotate eccentrically around the centroidal axis of the main shaft. The connecting rods from the pistons are rotatably mounted to a connecting rod bearing journal which rotatably encircles the connecting rod bearing journal.
When a piston is in its power stroke, the resultant force in the corresponding connecting rod imparts eccentric rotation of the connecting rod journal about the centroidal axis of the main shaft.
When a piston is in its power stroke, the resultant force in the corresponding connecting rod imparts eccentric rotation of the connecting rod journal about the centroidal axis of the main shaft.
Description
CRANKSHAFT AND CONNECTING ROD BEARING
FIELD OF THE INVENTION
The present invention relates to a crankshaft for use in internal combustion engines with reciprocating pistons.
BACKGROUND OF THE INVENTION
Crankshafts convert linear motion of reciprocating pistons into rotational motion. An illustration of a conventional crankshaft (1) is shown in Figure 1 as prior art.
With such a conventional crankshaft, the proximal end of a connecting rod has a bearing bore which engages a connecting rod journal (2). The proximal end of such a connecting rod travels in a circular orbit (3) about the central axis (4) of the crankshaft as the piston reciprocates in the cylinder bore. As the piston reciprocates from top dead center (TDC, or 12 o'clock) to bottom dead center (BDC, or 6 o'clock), the connecting rod journal moves from side to side from the 3 o'clock position to the 9 o'clock position. The stroke of the piston is also equal to the diameter of the circular motion of the connecting rod journal as well as the lateral side-to-side distance travelled.
Radial engine designs are commonly used in aircraft engines with a conventional crankshaft using well-known master rod and articulating link connecting rods.
The master rod connects with the connecting rod bearing of the crankshaft while the link rods attach to the master rod. However, because the cylinders in such radial designs are typically in a vertical orientation, they are inherently prone to lubrication problems which entail special and inconvenient precautionary procedures in order to prevent engine damage which can be caused by inadequate cylinder lubrication.
In all engine designs with conventional crankshafts, the side-to-side movement of the connecting rod causes wear in the piston and the cylinder bore by imposing lateral forces on the piston within the cylinder bore. It would be beneficial if such side-to-side movement could be minimized while retaining the full stroke of piston travel.
In other words, it would be beneficial to limit the angle by which the connecting rod deviates from the longitudinal axis of the cylinder bore during the crankshaft rotation cycle while maintaining the same stroke distance. This may be accomplished by providing a crankshaft and connecting rod journal/bearing assembly wherein the proximal end of the connecting rod travels in an elliptical orbit, rather than a circular one.
Therefore, there is a need in the art for a crankshaft which minimizes the side-to-side displacement of the proximal end of a connecting rod relative to the stroke of the piston.
SUMMARY OF THE INVENTION
In one aspect of the invention and in general terms, the invention comprises a crankshaft for use in an internal combustion engine having reciprocating pistons and connecting rods, said crankshaft comprising:
a) a circular main shaft having a centroidal axis of rotation;
b) a circular connecting rod journal fixedly associated with the main shaft, said connecting rod journal being of larger diameter than the main shaft, and having a centroidal axis which is parallel to centroidal axis of the main shaft; and c) a connecting rod bearing collar having an inner bearing surface encircling the connecting rod journal, and having at least one exterior transverse pin in rotating connection with the proximal end of a connecting rod;
FIELD OF THE INVENTION
The present invention relates to a crankshaft for use in internal combustion engines with reciprocating pistons.
BACKGROUND OF THE INVENTION
Crankshafts convert linear motion of reciprocating pistons into rotational motion. An illustration of a conventional crankshaft (1) is shown in Figure 1 as prior art.
With such a conventional crankshaft, the proximal end of a connecting rod has a bearing bore which engages a connecting rod journal (2). The proximal end of such a connecting rod travels in a circular orbit (3) about the central axis (4) of the crankshaft as the piston reciprocates in the cylinder bore. As the piston reciprocates from top dead center (TDC, or 12 o'clock) to bottom dead center (BDC, or 6 o'clock), the connecting rod journal moves from side to side from the 3 o'clock position to the 9 o'clock position. The stroke of the piston is also equal to the diameter of the circular motion of the connecting rod journal as well as the lateral side-to-side distance travelled.
Radial engine designs are commonly used in aircraft engines with a conventional crankshaft using well-known master rod and articulating link connecting rods.
The master rod connects with the connecting rod bearing of the crankshaft while the link rods attach to the master rod. However, because the cylinders in such radial designs are typically in a vertical orientation, they are inherently prone to lubrication problems which entail special and inconvenient precautionary procedures in order to prevent engine damage which can be caused by inadequate cylinder lubrication.
In all engine designs with conventional crankshafts, the side-to-side movement of the connecting rod causes wear in the piston and the cylinder bore by imposing lateral forces on the piston within the cylinder bore. It would be beneficial if such side-to-side movement could be minimized while retaining the full stroke of piston travel.
In other words, it would be beneficial to limit the angle by which the connecting rod deviates from the longitudinal axis of the cylinder bore during the crankshaft rotation cycle while maintaining the same stroke distance. This may be accomplished by providing a crankshaft and connecting rod journal/bearing assembly wherein the proximal end of the connecting rod travels in an elliptical orbit, rather than a circular one.
Therefore, there is a need in the art for a crankshaft which minimizes the side-to-side displacement of the proximal end of a connecting rod relative to the stroke of the piston.
SUMMARY OF THE INVENTION
In one aspect of the invention and in general terms, the invention comprises a crankshaft for use in an internal combustion engine having reciprocating pistons and connecting rods, said crankshaft comprising:
a) a circular main shaft having a centroidal axis of rotation;
b) a circular connecting rod journal fixedly associated with the main shaft, said connecting rod journal being of larger diameter than the main shaft, and having a centroidal axis which is parallel to centroidal axis of the main shaft; and c) a connecting rod bearing collar having an inner bearing surface encircling the connecting rod journal, and having at least one exterior transverse pin in rotating connection with the proximal end of a connecting rod;
wherein linear motion of the pistons causes the connecting rod journal to rotate eccentrically about the centroidal axis of the main shaft, and wherein each exterior transverse pin travels in an elliptical orbit.
In a preferred embodiment, the distance between the centroidal axis of the main shaft and the centroidal axis of the connection rod journal will be equal to the difference between the radius of the connecting rod journal and the radius of the main shaft, such that outer surface of the main shaft and the outer surface of the connecting rod journal are coincident at one point. The diameter of the connecting rod journal preferably will be at least 2.0 times, and most preferably about 2 times, the diameter of the main shaft.
The preferred embodiment is particularly suited to use with multi-cylinder radial internal combustion engines. The number of cylinders is not essential to the invention as claimed, although between 3 and 9 cylinders will be preferred.
Although the preferred embodiment illustrated and described herein is for specific use with a radial engine, it may be understood by one skilled in the art that the invention may be adapted for use with in-line and vee configurations of reciprocating engines without undue experimentation.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will now be described by way of an exemplary embodiment with reference to the accompanying simplified and schematic drawings. In the drawings:
Figure 1 is a view of a prior art crankshaft with a connecting rod journal.
Figure 2 is an isometric view of a preferred embodiment crankshaft of the present invention.
In a preferred embodiment, the distance between the centroidal axis of the main shaft and the centroidal axis of the connection rod journal will be equal to the difference between the radius of the connecting rod journal and the radius of the main shaft, such that outer surface of the main shaft and the outer surface of the connecting rod journal are coincident at one point. The diameter of the connecting rod journal preferably will be at least 2.0 times, and most preferably about 2 times, the diameter of the main shaft.
The preferred embodiment is particularly suited to use with multi-cylinder radial internal combustion engines. The number of cylinders is not essential to the invention as claimed, although between 3 and 9 cylinders will be preferred.
Although the preferred embodiment illustrated and described herein is for specific use with a radial engine, it may be understood by one skilled in the art that the invention may be adapted for use with in-line and vee configurations of reciprocating engines without undue experimentation.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will now be described by way of an exemplary embodiment with reference to the accompanying simplified and schematic drawings. In the drawings:
Figure 1 is a view of a prior art crankshaft with a connecting rod journal.
Figure 2 is an isometric view of a preferred embodiment crankshaft of the present invention.
Figure 3 is a side view of the preferred embodiment.
Figure 4 is a transverse cross-sectional view of the preferred embodiment.
Figure 5 is a longitudinal cross-sectional view of the preferred embodiment.
Figure SA is a transverse cross-sectional view showing the preferred connecting rod bearing collar.
Figure 6 is a schematic depiction of the preferred embodiment in use with a three-cylinder radial engine.
Figure 7 is a schematic depiction of the preferred embodiment of Figure 6 where the crankshaft has rotated slightly clockwise.
Figure 8 is a schematic depiction of the preferred embodiment of Figure 6 where the crankshaft has further rotated clockwise.
DETAILED DESCRIPTION OF THE INVENTION
The crankshaft (10) according to the Figures comprises a main shaft (12) on either side of, and formed integrally with, a connecting rod journal (14) having centroidal axis (B). The main shaft (12) will be supported by main bearings (not shown) as is well known in the art, such that the crankshaft may rotate along the centroidal axis (C) of the main shaft.
The crankshaft converts the linear motion of reciprocating pistons (20) into rotational motion as a result of the connecting rods (30) acting on the eccentric connecting rod journal (14).
As illustrated in Figure 4, the diameter of the connecting rod journal (14) is larger than that of the main shaft (12). In the preferred embodiment, the ratio of the connecting rod journal (14) diameter to the main shaft (12) diameter is about 2.5:1. As shown in Figure 4, the main shaft ( 12) surface is internally tangential to the connecting rod journal (14) surface. In other words, the connecting rod journal (14) and the main shaft (12) are coincident at a point (A) on their respective circumferences. This condition is acheived by making the distances between axis (B) and axis (C) equal to the difference between the radius of the connecting rod journey ( 14) and the radius of the main shaft ( 12). In such a preferred embodiment, and as is apparent from Figures 6, 7, and 8, the stroke of the pistons (20) connected to such a crankshaft ( 10) is the difference between the diameter of the connecting rod journal (14) and the diameter of the main shaft (12).
It is not essential that the connecting rod journal (14) and the main shaft (12) be internally tangential, but it is preferred. As may be apparent to one skilled in the art, in every configuration where axis (B) is offset from axis (C), the necessary eccentricity will be present such that linear force exerted by the connecting rods (30) will cause the crankshaft (10) to rotate around axis (C). As long as the diameter of the connecting rod journal (14) is greater than that of the main shaft (12), such embodiment falls within the scope of the invention contemplated herein.
The connecting rods (30) engage the connecting rod journal (I4) by a connecting rod bearing collar (40), which rotatably encircles the connecting rod journal (14).
In the preferred enbodiment, the inner bore of the connecting rod bearing collar (40) is bored to a close tolerance to fit the connecting rod journal (14), and may include lubrication means (not shown) as is well known in the art. As shown in Figures 5 and SA, the outer periphery of the connecting rod bearing collar (40) defines a circumferential channel (41 ) through which a plurality of connecting rod pins (42) are transversely located. The proximal end (30a) of each connecting rod (30) rotationally attaches to one of the connecting rod pins (42) in a conventional fashion.
Figure 6 illustrates a three-cylinder application of the preferred embodiment.
This configuration has been chosen to exemplify the operation of a preferred embodiment;
however, it will be appreciated by one skilled in the art that the preferred embodiment may be easily adapted to any number of cylinders which can be fit into a radial array. In the position shown in Figure 6, a first piston (20A) in a first cylinder (61 ) is shown in the top dead center position. The second piston (20B) in the second cylinder (62) has just passed bottom dead center as the crankshaft rotates in a clockwise direction, and is in the compression stroke.
The third piston (20C) in the third cylinder (63) is close to reaching bottom dead center position.
In Figure 7, the crankshaft has rotated clockwise approximately 30°
from the position shown in Figure 6. The connecting rod (30) attached to the second piston (20B) is now near its largest crank angle, shown in Figure 7 as angle 0. The elliptical orbit (D) of the proximal end (30a) of each connecting rod (30) is shown in this illustration, from which it may be readily seen that the side-to-side travel of proximal end (30a) of the connecting rod (30) is less than the stroke of the corresponding piston (20). The short diameter (Dl) of the ellipse (D) is approximately 35% shorter than the long diameter (D2), which is equal to the stroke of the piston (20). Thus, in the embodiment shown in Figures 6, 7, and 8, the side-to-side travel is approximately 35% less than if the motion were circular, as it is in prior art crankshafts. The ratio of D 1 to D2 will vary depending on the ratio of the diameters of the main shaft (12) and the connecting rod journal (14).
In Figure 8, the crankshaft ( 10) has rotated 120° from the position shown in Figure 6. As a result, the second piston (20B) is now at top dead center, the third piston (20C) has just passed bottom dead center, and the first piston (20A) is nearing bottom dead center. As is obvious from the Figures, when a line (F) passing through axis (B) and axis (C) bisects a cylinder, the corresponding piston (20) will be at either top dead center or bottom dead center depending upon whether the proximal end (30a) of the corresponding connecting rod (30) is adjacent to the coincident point (A) of the main shaft (12) and the connecting rod journal (14), or opposite that point.
Figure 4 is a transverse cross-sectional view of the preferred embodiment.
Figure 5 is a longitudinal cross-sectional view of the preferred embodiment.
Figure SA is a transverse cross-sectional view showing the preferred connecting rod bearing collar.
Figure 6 is a schematic depiction of the preferred embodiment in use with a three-cylinder radial engine.
Figure 7 is a schematic depiction of the preferred embodiment of Figure 6 where the crankshaft has rotated slightly clockwise.
Figure 8 is a schematic depiction of the preferred embodiment of Figure 6 where the crankshaft has further rotated clockwise.
DETAILED DESCRIPTION OF THE INVENTION
The crankshaft (10) according to the Figures comprises a main shaft (12) on either side of, and formed integrally with, a connecting rod journal (14) having centroidal axis (B). The main shaft (12) will be supported by main bearings (not shown) as is well known in the art, such that the crankshaft may rotate along the centroidal axis (C) of the main shaft.
The crankshaft converts the linear motion of reciprocating pistons (20) into rotational motion as a result of the connecting rods (30) acting on the eccentric connecting rod journal (14).
As illustrated in Figure 4, the diameter of the connecting rod journal (14) is larger than that of the main shaft (12). In the preferred embodiment, the ratio of the connecting rod journal (14) diameter to the main shaft (12) diameter is about 2.5:1. As shown in Figure 4, the main shaft ( 12) surface is internally tangential to the connecting rod journal (14) surface. In other words, the connecting rod journal (14) and the main shaft (12) are coincident at a point (A) on their respective circumferences. This condition is acheived by making the distances between axis (B) and axis (C) equal to the difference between the radius of the connecting rod journey ( 14) and the radius of the main shaft ( 12). In such a preferred embodiment, and as is apparent from Figures 6, 7, and 8, the stroke of the pistons (20) connected to such a crankshaft ( 10) is the difference between the diameter of the connecting rod journal (14) and the diameter of the main shaft (12).
It is not essential that the connecting rod journal (14) and the main shaft (12) be internally tangential, but it is preferred. As may be apparent to one skilled in the art, in every configuration where axis (B) is offset from axis (C), the necessary eccentricity will be present such that linear force exerted by the connecting rods (30) will cause the crankshaft (10) to rotate around axis (C). As long as the diameter of the connecting rod journal (14) is greater than that of the main shaft (12), such embodiment falls within the scope of the invention contemplated herein.
The connecting rods (30) engage the connecting rod journal (I4) by a connecting rod bearing collar (40), which rotatably encircles the connecting rod journal (14).
In the preferred enbodiment, the inner bore of the connecting rod bearing collar (40) is bored to a close tolerance to fit the connecting rod journal (14), and may include lubrication means (not shown) as is well known in the art. As shown in Figures 5 and SA, the outer periphery of the connecting rod bearing collar (40) defines a circumferential channel (41 ) through which a plurality of connecting rod pins (42) are transversely located. The proximal end (30a) of each connecting rod (30) rotationally attaches to one of the connecting rod pins (42) in a conventional fashion.
Figure 6 illustrates a three-cylinder application of the preferred embodiment.
This configuration has been chosen to exemplify the operation of a preferred embodiment;
however, it will be appreciated by one skilled in the art that the preferred embodiment may be easily adapted to any number of cylinders which can be fit into a radial array. In the position shown in Figure 6, a first piston (20A) in a first cylinder (61 ) is shown in the top dead center position. The second piston (20B) in the second cylinder (62) has just passed bottom dead center as the crankshaft rotates in a clockwise direction, and is in the compression stroke.
The third piston (20C) in the third cylinder (63) is close to reaching bottom dead center position.
In Figure 7, the crankshaft has rotated clockwise approximately 30°
from the position shown in Figure 6. The connecting rod (30) attached to the second piston (20B) is now near its largest crank angle, shown in Figure 7 as angle 0. The elliptical orbit (D) of the proximal end (30a) of each connecting rod (30) is shown in this illustration, from which it may be readily seen that the side-to-side travel of proximal end (30a) of the connecting rod (30) is less than the stroke of the corresponding piston (20). The short diameter (Dl) of the ellipse (D) is approximately 35% shorter than the long diameter (D2), which is equal to the stroke of the piston (20). Thus, in the embodiment shown in Figures 6, 7, and 8, the side-to-side travel is approximately 35% less than if the motion were circular, as it is in prior art crankshafts. The ratio of D 1 to D2 will vary depending on the ratio of the diameters of the main shaft (12) and the connecting rod journal (14).
In Figure 8, the crankshaft ( 10) has rotated 120° from the position shown in Figure 6. As a result, the second piston (20B) is now at top dead center, the third piston (20C) has just passed bottom dead center, and the first piston (20A) is nearing bottom dead center. As is obvious from the Figures, when a line (F) passing through axis (B) and axis (C) bisects a cylinder, the corresponding piston (20) will be at either top dead center or bottom dead center depending upon whether the proximal end (30a) of the corresponding connecting rod (30) is adjacent to the coincident point (A) of the main shaft (12) and the connecting rod journal (14), or opposite that point.
The crankshaft ( 10) of the present invention may be fabricated using conventional casting or forging techniques which are well known in the art.
The connecting rod journal (14) may be formed monolithically with the main shaft (12) or may be fixedly attached to it.
As will be apparent to those skilled in the art, various modifications, adaptations and variations of the foregoing specific disclosure can be made without departing from the teachings of the present invention.
The connecting rod journal (14) may be formed monolithically with the main shaft (12) or may be fixedly attached to it.
As will be apparent to those skilled in the art, various modifications, adaptations and variations of the foregoing specific disclosure can be made without departing from the teachings of the present invention.
Claims (6)
1. A crankshaft for use in an internal combustion engine having reciprocating pistons and connecting rods, said crankshaft comprising:
a) a circular main shaft having a centroidal axis of rotation;
b) a circular connecting rod journal fixedly associated with the main shaft, said connecting rod journal being of larger diameter than the main shaft, and having a centroidal axis which is parallel to centroidal axis of the main shaft; and c) a connecting rod bearing collar having an inner bearing surface encircling the connecting rod journal, and having at least one exterior transverse pin in rotating connection with the proximal end of a connecting rod;
wherein linear motion of the pistons causes the connecting rod journal to rotate eccentrically about the centroidal axis of the main shaft, and wherein each exterior transverse pin travels in an elliptical orbit.
a) a circular main shaft having a centroidal axis of rotation;
b) a circular connecting rod journal fixedly associated with the main shaft, said connecting rod journal being of larger diameter than the main shaft, and having a centroidal axis which is parallel to centroidal axis of the main shaft; and c) a connecting rod bearing collar having an inner bearing surface encircling the connecting rod journal, and having at least one exterior transverse pin in rotating connection with the proximal end of a connecting rod;
wherein linear motion of the pistons causes the connecting rod journal to rotate eccentrically about the centroidal axis of the main shaft, and wherein each exterior transverse pin travels in an elliptical orbit.
2. The crankshaft of claim 1 wherein the outer surface of the main shaft and the outer surface of the connecting rod journal are coincident at one point.
3. The crankshaft of claim 1 or 2 wherein the diameter of the connecting rod journal is at least twice the diameter of the main shaft.
4. The crankshaft of claim 3 wherein the diameter of the connecting rod journal is approximately 2.5 times larger than the diameter of the main shaft.
5. The crankshaft of claim 1, 2, 3 or 4 having two or more pins for use with a multi-cylinder radial internal combustion engine.
6. The crankshaft of claim 5 adapted for use with a radial internal combustion engine having 9 or fewer cylinders.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2255007 CA2255007A1 (en) | 1998-12-04 | 1998-12-04 | Crankshaft and connecting rod bearing |
| AU28226/99A AU2822699A (en) | 1998-12-04 | 1999-03-18 | Crankshaft and connecting rod bearing |
| PCT/CA1999/000232 WO2000034637A1 (en) | 1998-12-04 | 1999-03-18 | Crankshaft and connecting rod bearing |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2255007 CA2255007A1 (en) | 1998-12-04 | 1998-12-04 | Crankshaft and connecting rod bearing |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2255007A1 true CA2255007A1 (en) | 2000-06-04 |
Family
ID=4163061
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2255007 Abandoned CA2255007A1 (en) | 1998-12-04 | 1998-12-04 | Crankshaft and connecting rod bearing |
Country Status (3)
| Country | Link |
|---|---|
| AU (1) | AU2822699A (en) |
| CA (1) | CA2255007A1 (en) |
| WO (1) | WO2000034637A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100572773C (en) * | 2007-09-24 | 2009-12-23 | 周巨龙 | Combustion engine with rotary engine body |
| CN102220902B (en) * | 2011-03-13 | 2016-05-04 | 李培基 | Straight-shaft eccentric multi-cylinder double-circulation internal combustion engine |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1780854A (en) * | 1928-12-29 | 1930-11-04 | Cleal T Watts | Internal-combustion engine |
| JPH06307256A (en) * | 1993-04-23 | 1994-11-01 | Yuji Haneda | Internal combustion engine |
-
1998
- 1998-12-04 CA CA 2255007 patent/CA2255007A1/en not_active Abandoned
-
1999
- 1999-03-18 WO PCT/CA1999/000232 patent/WO2000034637A1/en active Application Filing
- 1999-03-18 AU AU28226/99A patent/AU2822699A/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| AU2822699A (en) | 2000-06-26 |
| WO2000034637A1 (en) | 2000-06-15 |
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